View allAll Photos Tagged Solution
Solution to what? www.flickr.com/photos/brickspartan/15990727559/
Still a work in progress as part of my contribution to the 2015 brick to the past collaboration. www.bricktothepast.com
Somerset Transport Solutions 234. One of 35 Wright Streetdecks bought new here in 2019 for the Hinckley Point C construction services. Seen here heading away from the site on the Cannington 'Bypass' with the Mendips in the background. I presume SPS do have bus washes, just a pity they don't seem to use them!
polaroid of the elliott smith memorial/solutions store wall in silverlake {los angeles, ca}. this is probably one of my favourite polaroids that i've ever taken which was actually an "accidentally" good one. i took it from my car window without looking through the viewfinder.
Granted the long lens does compress the distance; however, they were close!
Southeast corner of Stellwagen Bank Marie Sanctuary, just north of Race Point
You can download or view Macroscopic Solutions’ images in more detail by selecting any image and clicking the downward facing arrow in the lower-right corner of the image display screen.
Three individuals of Macroscopic Solutions, LLC captured the images in this database collaboratively.
Contact information:
Mark Smith M.S. Geoscientist
mark@macroscopicsolutions.com
Daniel Saftner B.S. Geoscientist and Returned Peace Corps Volunteer
daniel@macroscopicsolutions.com
Annette Evans Ph.D. Student at the University of Connecticut
annette@macroscopicsolutions.com
The first thing to say is that each electronic sensor has a protective filter over it, so we are not actually touching the electronics. That would be a disaster. Most people send the camera off for a service and a clean and that's a very good idea. After all this is an expensive investment and we want to make sure our camera works as well as possible for as long as it can.
But, it is quite easy to clean your sensor at home. All you need is a kit (like the one I've shown). This includes sealed sterile swabs and a little cleaning fluid (they are essential - do not try to clean your sensor with a cloth where you can scratch the dust into the sensor filter). There are also many videos on YouTube showing you how to use these dust cleaning swabs, but provided you get the right size for your camera (mine is full frame) a simple swipe will suffice.
For a DSLR you obviously need to lock your mirror up before the clean, and then lower it immediately afterwards. Then with the other side of the swab give your mirror a quick wipe as well. Do not apply too much pressure. After all, these are only tiny dust particles - you should not have any dirt.
My Leica D-Lux 7 which I used to take these pictures has a fixed lens, so it will never need its micro-four-thirds sensor cleaned.
Introduction to CMOS Image Sensors
evidentscientific.com/en/microscope-resource/knowledge-hu...
You can download or view Macroscopic Solutions’ images in more detail by selecting any image and clicking the downward facing arrow in the lower-right corner of the image display screen.
Three individuals of Macroscopic Solutions, LLC captured the images in this database collaboratively.
Contact information:
Mark Smith M.S. Geoscientist
mark@macroscopicsolutions.com
Daniel Saftner B.S. Geoscientist and Returned Peace Corps Volunteer
daniel@macroscopicsolutions.com
Annette Evans Ph.D. Student at the University of Connecticut
annette@macroscopicsolutions.com
Advantage of working with another photographer: you end up getting pushed into taking better photos.
Laura and I had both been shooting Katie for a good few minutes, when Laura had herself a brainwave, positioned Katie just right and started shooting away. We both knew these were gonna be some awesome shots, you can just tell, knowing how good Laura is, knowing how the poses are gonna look because we know how she shoots, how Katie looks under certain circumstances.
Sometimes you can just see the pictures ahead of time.
And they were gonna be oh so nice.
Damn her!
I was well into a calm groove that day, nothing special, just enjoying the park, all the various places we could shoot there, the great grey weather.
But after that, I started looking around, just a wee bit frantically, looking for inspiration.
Because now I had to come away with something special.
And that is a great place to be, with my mind actually working on the "problem".
This shot...oh man, it's early, so forgive me, this shot was my Solution.
I crack myself up.
Another advantage of working with another photographer (as well as Laura At Work) up on the blog: blog.louobedlam.com/post/75870987/another-advantage-of-sh...
I decided to try my hand at carpentry, and made a fitted corner desk, drawers, and shelf for my office.
The desktop, drawers and shelf are oak, the frame is pine.
Renovating our old house (c.1610).
The USMF's elite pilots (those given the rank of Paladin) are a tough breed whose exploits are well known across the galaxy. Though qualified on a wide array of different craft (including ones not used by the USMF) most Paladins operate solo or in small groups; often great distances from allied bases or capital ships and thus have found great use in one-man fighter craft with FTL capability.
Miniaturizing FTL jump drives is a complex and costly process, but the benefits of a faster-than-light starfighter are numerous. For years, the USMF Paladins utilized the AX-20 "Katana" in this role. While a sturdy and fast ship, the Katana's production foundry was completely destroyed in the beginning stages of the Dimension Wars, and as such, it's service numbers dwindled further from the already small amount (in comparison to non-FTL fighters in the fleet).
Starcom Solution's answered the call for a "faster-than-light jack of all trades" by introducing the "Tekkan" (a name of Japanese origin inspired by its spiritual predecessor "Katana"). Starcom Solutions, living up to it's name, conquered the complex issue of small FTL jump drives with a unique solution; the drive systems were built at the capital ship shipyards on Saturn and then shipped to Neptune where quantum technology was used to shrink the units down to a smaller size.
Impressed by the originality of Starcom Solutions' engineering prowess, the USMF quickly requested a Tekkan for immediate trial runs. The first Tekkan produced (which was painted red with white markings as tribute to the Katana) passed its tests with flying colors (no pun intended) and was assigned to Paladin Kira Janus.
The Tekkan features twin heavy repeating lasers (much like those found on Hyperius Industries' "Scorpion"-class heavy fighter) and twin "Mjölnir"-type lightning cannons, which fire thunderous bolts of energy across great distances. These weapons pack quite the punch and require no ammunition, but require a great amount of charge time. If safety protocols are bypassed, the capacitor banks can overcharge and result in a devastating chain reaction.
(Pictured above is the AX-20 "Katana" which the "Tekkan" replaces. I paid tribute to the original craft by using a similar layout to it's wings and main thrusters, as a sort of easter egg.)
Remodel, Week 32
To the right of the fresh island, we see the new walk-in dairy cooler, which – unlike the fresh island – had still yet to be opened as of January 26th, even though the shelving was installed and the unit was turned on! (It gets very cold over in this area of the store now!) Joining the “Member’s Mark Dairy” sign is a “Member’s Mark Meal Solutions” sign, for all of the merchandise in the refrigerated units in the foreground and out of view to my right. I understand the idea here, but geez are those two signs packed super close together…!
(c) 2018 Retail Retell
These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)
Somerset Passenger Solutions are a joint bid by FirstGroup and JJP Holdings (owners of Crosville, Weston SM) to supply staff transport to the new Nuclear Power Plant at Hinckley Point being constructed by EDF Energy,
Although in its infancy there were many interesting vehicles to see. As its peak there will be hundred of vehicles involved.
Approaching the Park & Ride site is Alexander Dennis Enviro 200 YY66PFJ.
Soldaten vom Kommando Spezialkräfte des Heeres und die Spezialisten der ABC-Abwehrkräfte zeigen in der Lehrvorführung Resolute Solution auf dem Standortübungsplatz Bodelsberg im Allgäu, wie sie im Kampf gegen Massenvernichtungswaffen zusammenarbeiten können, am 30.05.2017.
©Bundeswehr/Jana Neumann
Soldaten vom Kommando Spezialkräfte des Heeres landen mit dem Mehrzweckhubschrauber H145M (76+13) im Rahmen der Lehrvorführung Resolute Solution (Konzept zur Sicherung und Neutralisierung von Massenvernichtungswaffen) auf dem Standortübungsplatz Bodelsberg im Allgäu, am 31.05.2017.
©Bundeswehr/Jana Neumann
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
In the early days of World War II, Royal Navy fighter requirements had been based on cumbersome two-seat designs, such as the fighter/dive-bomber Blackburn Skua (and its turreted derivative the Blackburn Roc) and the fighter/reconnaissance Fairey Fulmar, since it was expected that they would encounter only long-range bombers or flying boats and that navigation over featureless seas required the assistance of a radio operator/navigator. The Royal Navy hurriedly adopted higher-performance single-seat aircraft such as the Hawker Sea Hurricane and the less robust Supermarine Seafire alongside, but neither aircraft had sufficient range to operate at a distance from a carrier task force. The American Vought F4U Corsair was welcomed as a more robust and versatile alternative.
In November 1943, the Royal Navy received its first batch of 95 "birdcage" Vought F4U-1s, which were given the designation "Corsair [Mark] I". The first squadrons were assembled and trained on the U.S. East Coast and then shipped across the Atlantic. The Royal Navy put the Corsair into carrier operations immediately. They found its landing characteristics dangerous, suffering a number of fatal crashes, but considered the Corsair to be the best option they had.
The Royal Navy cleared the F4U for carrier operations well before the U.S. Navy and showed that the Corsair Mk II could be operated with reasonable success even from escort carriers. It was not without problems, though: one was excessive wear of the arrester wires, due both to the weight of the Corsair and the understandable tendency of the pilots to stay well above the stalling speed, and because of the limited hangar deck height in several classes of British carrier, many Corsairs had their outer wings "clipped" by 8 in (200 mm) to clear the deckhead. However, the change in span brought about the added benefit of improving the sink rate, reducing the F4U's propensity to "float" in the final stages of landing. The Royal Navy developed further modifications to the Corsair that made carrier landings more practical. Among these were a bulged canopy (similar to the P-51 B/C’s Malcolm Hood), raising the pilot's seat 7 in (180 mm), and wiring shut the cowl flaps across the top of the engine compartment, diverting frequent oil and hydraulic fluid spray around the sides of the fuselage so that the windscreen remained clear.
The Corsair Mk I was followed by 510 "blown-canopy" F4U-1A/-1Ds, which were designated Corsair Mk II (the final 150 equivalent to the F4U-1D, but not separately designated in British use). 430 Brewster Corsairs (334 F3A-1 and 96 F3A-1D), more than half of Brewster's total production, were delivered to Britain as the Corsair Mk III. 857 Goodyear Corsairs (400 FG-1/-1A and 457 FG-1D) were delivered and designated Corsair Mk IV. A total of 2,012 Corsairs were supplied to the United Kingdom during WWII, and British Corsairs served both in Europe and in the Pacific. Despite the large number of aircraft, the Mk IIs and IVs were the only versions to be actually used in combat.
The first, and also most important, European FAA Corsair operations were the series of attacks in April, July, and August 1944 on the German battleship Tirpitz (Operation Tungsten), for which Corsairs from HMS Victorious and HMS Formidable provided fighter cover. From April 1944, Corsairs from the British Pacific Fleet took part in several major air raids in South-East Asia beginning with Operation Cockpit, an attack on Japanese targets at Sabang island, in the Dutch East Indies. In July and August 1945, RN Corsairs took part in a series of strikes on the Japanese mainland, near Tokyo, operating from Victorious and Formidable. It was during this late phase of the war that the Admiralty was expecting new and more powerful indigenous naval fighters to become available, primarily Griffon-powered Seafires and the Hawker Sea Fury, a navalized derivative of the Hawker Tempest fighter powered by the new Centaurus radial engine. Both types, however, faced development problems, so that the Royal Navy approached Vought and requested a new variant of the proven Corsair, powered by the British Centaurus engine and further tailored to the Royal Navy’s special needs. This became the Corsair Mark V.
The Corsair V was based on the newest American variant, the F4U-4, but it differed in many aspects, so much that it effectively was a totally different aircraft. The F4U-4 was the last American Corsair variant that would be introduced during WWII, but it only saw action during the final weeks of the conflict. It had a 2,100 hp (1,600 kW) dual-stage-supercharged -18W engine, and when the cylinders were injected with the water/alcohol mixture, power was boosted to 2,450 hp (1,830 kW). To better cope with the additional power, the propeller was changed to a four-blade type. Maximum speed was increased to 448 miles per hour (721 km/h) and climb rate to over 4,500 feet per minute (1,400 m/min) as opposed to the 2,900 feet per minute (880 m/min) of the F4U-1A. The unarmored wing fuel tanks of 62 US gal (230 L) capacities were removed for better maneuverability at the expense of maximum range. Other detail improvements were introduced with the F4U-4, too: The windscreen was now flat bullet-resistant glass to avoid optical distortion, a change from the curved Plexiglas windscreens with an internal armor glass plate of the earlier variants. The canopy was furthermore without bracing and slightly bulged – an improvement adopted from the Royal Navy Corsairs.
The original "4-Hog" retained the original armament of six 0.5” machine guns and had all the external load (i.e., drop tanks, bombs, HVARs) capabilities of the F4U-1D. A major sub-type, the F4U-4B, was the same but featured an alternate gun armament of four 20 millimeters (0.79 in) AN/M3 cannon, and the F4U-4P was a rare photo reconnaissance variant with an additional camera compartment in the rear fuselage, but fully combat-capable.
The Royal Navy agreed to adopt the new F4U-4 but insisted on the British Centaurus as powerplant and demanded British equipment and armament, too. The latter included four Hispano 20 mm cannon in the outer wings, adapted wirings for British unguided rockets under the outer wings and a four-channel VHF radio system, a radio altimeter and a G2F compass. Vought reluctantly agreed, even though the different engine meant that a totally different mount had to be developed in short time, and the many alterations to the F4U-4’s original airframe would require a separate, new production line. Since this would block valuable resources for the running standard F4U production for the USN, the Corsair V was outsourced to the newly established Kaiser-Fleetwing company (a ship builder with only limited aircraft experience so far) and designated FK-1 in American circles.
As expected, the development of the FK-1 alone took more time than expected – not only from a technical point of view, but also due to logistic problems. The Centaurus engines and most vital equipment pieces had to be transported across the Atlantic, a hazardous business. The first precious Centaurus engines for the development of the modified engine mount were actually transferred to the USA through the air, hanging in the bomb bays of American B-24 bombers that were used as transporters to supply Great Britain with vital materials.
Because Kaiser-Fleetwings had to establish a proper production line for the FK-1 and supplies for raw F4U-4 airframes had to be diverted and transported to the company’s factory at Bristol, Pennsylvania, delays started to pile up and pushed the Corsair Mk. V development back. The first Centaurus-powered Corsair flew in January 1945 and immediately revealed massive stability problems caused by the engine’s high torque. Enlarged tail surfaces were tested and eventually solved the problem, but this measure changed the F4U-4s standard airframe even more. It was furthermore soon discovered that the early Centaurus engine suffered frequent crankshaft failure due to a poorly designed lubrication system, which led to incidents of the engine seizing while in mid-flight. The problem was resolved when Bristol's improved Centaurus XVIII engine replaced the earlier variant. Tests and adaptations of British equipment to the airframe continued until May 1945, when the Corsair V was eventually cleared for production. But when the first of 100 ordered machines started to roll off the production lines the war was already over.
At that time many of the Fleet Air Arm's carrier fighters were Seafires and Lend-Lease Corsairs. The Seafire had considerable drawbacks as a naval aircraft, notably the narrow undercarriage, while the Corsairs had to be returned or purchased. As the UK did not have the means to pay for them, the Royal Navy Corsairs were mostly pushed overboard into the sea in Moreton Bay off Brisbane, Australia.
Since the Corsair V had not been part of the Lend Lease agreement with the United States, the Royal Navy was not able to easily retreat from the production contract and had to accept the aircraft. Because the Royal Navy’s intended new standard shipborne fighter, the Hawker Sea Fury, was delayed and almost cancelled during this period of re-organizations and cutbacks, the Admiralty bit the bullet, used the inevitable opportunity and procured the Corsair V as a stopgap solution, even though the original production order from May 1945 was not extended and effectively only 95 Corsair Vs were ever produced in the USA and transferred as knocked-down kits via ship to Great Britain.
The first re-assembled Corsair Vs entered Royal Navy service in August 1946, but their frontline service with 802 and 805 NAS, both based at Eglington (Northern Ireland), was only brief. Following the successful completion of weapons trials at the A&AEE Boscombe Down, the Sea Fury was eventually cleared for operational use on 31 July 1947 and quickly entered service. The Corsair Vs were gradually replaced with them until late 1948; 805 NAS was the first unit to abandon the type when 805 Squadron was reformed as a Royal Australian Navy FAA squadron operating Hawker Sea Fury Mk II aircraft. In 1950, 802 NAS was assigned to HMS Ocean and equipped with the Hawker Sea Fury, too, and sent to Korea.
Most Corsair Vs were then relegated to the Royal Naval Volunteer Reserve (RNVR) in August 1951, where they replaced Supermarine Seafires and took over their role as classic fighter aircraft, despite the Corsair V’s strike/attack potential with bombs and unguided missiles. Most of the time the Corsairs were used for lang range navigation training. RNVR units that operated the Corsair V included Nos. 1831, 1832, 1833, 1834, 1835 and 1836 Squadrons. No. 1832, based at RAF Benson, was the last RNVR squadron to relinquish the type in August 1955 for the jet-powered Supermarine Attacker, and this ended the Corsair V’s short career.
General characteristics:
Crew: One
Length: 34 ft (10.37 m)
Wingspan: 40 ft 8 in (12.10 m)
Height: 15 ft 4 in (4.68 m)
Wing area: 314 sq ft (29.17 m²)
Empty weight: 9,205 lb (4,238 kg)
Gross weight: 14,670 lb (6,654 kg)
Max takeoff weight: 14,533 lb (6,592 kg)
Powerplant:
1× Bristol Centaurus XVIII 18-cylinder air-cooled radial engine with
2,470 hp (1,840 kW) take-off power, driving a 4-bladed
Rotol constant-speed propeller with 14 ft (4.3 m) diameter
Performance:
Maximum speed: 453 mph (730 km/h, 397 kn) at sea level
Cruise speed: 215 mph (346 km/h, 187 kn) at sea level
Stall speed: 89 mph (143 km/h, 77 kn)
Range with internal fuel, clean: 1,005 mi (1,617 km, 873 nmi)
Combat range with max. ordnance: 328 mi (528 km, 285 nmi)
Service ceiling: 41,500 ft (12,600 m)
Rate of climb: 4,360 ft/min (22.1 m/s)
Armament:
4× 20 mm (0.787 in) Hispano Mk II cannon in the outer wings, 250 RPG
A total of 11 hardpoints under the wings and the fuselage for a total ordnance of
4,000 pounds (1.800 kg), including drop tanks, up to 16× 60 lb unguided aircraft rockets on twin
launch rails and/or bombs of up to 1.000 lb (454 kg) caliber
The kit and its assembly:
My first submission to the 2023 “Re-engine” group build at whatifmodellers.com, and a British Corsair with a Centaurus instead of the original R-2800 is almost a no-brainer. But taking the idea to hardware turned out to be a bit trickier than expected. I based my fictional conversion on an Italeri F4U-4, which would have been the appropriate late-WWII basis for a real-life conversion. The kit has good ex- and internal detail with fine engraved panels and offers the late Corsairs’ all-metal wings, too.
The engine replacement is a massive resin piece from OzMods, part of a conversion twin set for a Bristol Brigand; I assume it’s intended for the Valom kit? The set includes resin four-blade props with deep blades which I rather wanted to use than the Sea Fury’s typical five-blade prop.
The Italeri Corsair was basically built OOB, but beyond the different engine, which caused some trouble in itself (see below), I incorporated several mods to change the aircraft’s appearance. The streamlined Centaurus was insofar a problem because it has s slightly smaller diameter than the original R-2800 cowling. Not much, but enough to make a simple exchange impossible or at least look awkward. While the upper cowling section and its curvature blended well into the Corsair fuselage, the difference became more obvious and complicated underneath: late Corsairs have a “flattened” bottom, and from below the Centaurus appears somewhat undersized. To smooth the intersection out I grinded much of the cooling flaps away, and to even out the profile I added a shallow air scoop from an Italeri F4U-7 under the engine, which required some PSR. A good compromise, though. The resin propeller was mounted onto a metal axis and fitted into a hole/channel that was drilled through the Centaurus’ massive resin block.
As an FAA Corsair the wing tips were clipped, which was easy to realize thanks to the massive parts in this area. The Corsair’s original oil coolers in the wing roots were retained, but the four guns in the wings (separate parts in the Italeri kit with quite large holes) were replaced with faired Hispano cannon for/from an early Hawker Tempest, aftermarket brass parts from Master Models.
To change the model’s look further I modified the tail surfaces, too; the rounded fin was replaced with a rather square and slightly bigger donor, a stabilizer from a Novo Supermarine Attacker. The original stabilizers were replaced, too, with trapezoidal alternatives from a Matchbox Meteor night fighter, which offer slightly more area. Since the tail surfaces were all graft-ons now I implanted a vertical styrene tube behind the rear cockpit bulkhead as a display holder adapter for later flight scene pictures. Together with the clipped/squared-off wingtips the new tail creates a consistent look, and with the propeller and its dominant spinner in place the Corsair V reminds a lot of a late Bristol Firebrand mark or even of an Unlimited Class Reno Racer? It looks fast and purposeful now!
Even though unguided missiles and/or bombs could have been a valid ordnance option I decided to leave the Corsair V relatively clean as a pure gun fighter; I just used the OOB drop tank on the centerline station.
Painting and markings:
Very dry and using real 1948 Royal Navy aircraft as benchmark, the Corsair V ended up with a rather simple and dull Extra Dark Sea Grey over Sky (Humbrol 123 and 90, respectively) with a low waterline, and still with wartime Type C roundels with “Identification red (dull)”, even though the RAF officially had reverted to bright identification colors in 1947 and started to use the high-viz Type D roundel as standard marking. To add a British flavor the cockpit interior was painted in very dark grey (Revell 06, Tar Black) while the interior of the landing gear wells was painted in a pale cream yellow (Humbrol 74, Linen) to mimic zinc chromate primer. The only highlight is a red spinner, a contemporary unit marking of 805 NAS.
The kit received a light black ink washing and post-shading to emphasize and/or add surface structures, and this nicely breaks up the otherwise uniform surfaces. Decals/markings came from Xtradecal Hawker Sea Fury und late WWII FAA/RN aircraft sheets, and some decals were mixed to create a fictional serial number for the Corsair V (TF 632 was never allocated, but the code fits into the model’s era). Some light oil and exhaust stains were also added, but not as severely as if the aircraft had been operated under wartime conditions. Finally, the model was sealed with matt acrylic varnish.
While a classic F4U with a British Centaurus engine sounds simple, and actually is, getting there was not as easy as it sounds – the ventral air scoop came to the rescue. With some more small mods like the new tail surfaces the aircraft got a subtly different look from its American ancestor(s). The Corsair V IMHO has now a very Blackburn-ish look, thanks to the big spinner and the square fin! And I wonder what I will do with the other Centaurus from the conversion set?
Soldaten des Spezial-ABC-Abwehr-Reaktionszugs vom ABC-Abwehrbataillon 750 untersuchen mit einem tragbaren Schadstoffmessgerät chemische Schadstoffe im Rahmen der Lehrvorführung Resolute Solution auf dem Standortübungsplatz Bodelsberg im Allgäu, am 31.05.2017.
©Bundeswehr/Jana Neumann
Soldaten vom Kommando Spezialkräfte des Heeres fliegen mit dem Mehrzweckhubschrauber H145M (76+05) im Rahmen der Lehrvorführung Resolute Solution über den Standortübungsplatz Bodelsberg im Allgäu, am 31.05.2017.
©Bundeswehr/Jana Neumann
- red T-shirt, without closure
- white trousers, with working pockets, silver glitter stripes on the pockets and seam, closed with a tiny button in front
- short dark-blue cardigan, embellished with little buttons and pearls
- red fake suede fringe bag with lining, silver metal parts
Fits for FR2 dolls.
Model: Nightshade Kyori
Jewelry: Frau E.
Shoes: no name